Automatic ram air turbine deployment
A method of deploying a ram air turbine for an aircraft only during flight that deploys the ram air turbine only when a predetermined number of aeronautical power generation contactor signals are in an engaged state, an external power generation contactor is in a disengaged state, wheels for the aircraft are in an airborne state and all of multiple primary electric buses are in a fault state that represents electric potential below a predetermined level.
Latest Hamilton Sundstrand Corporation Patents:
In order for a ram air turbine for an aircraft to deploy only when emergency power conditions arise in flight and to prevent such deployment whilst the aircraft sits on the ground during ground operations, it is necessary to allow automatic deployment of the ram air turbine only upon the occurrence of a sequence of aircraft system conditions as represented by corresponding digital signals. In particular, automatic deployment of the ram air turbine should only be able to occur when the aircraft is airborne, there is a fault in the aircraft electric power distribution such that there is more than a predetermined loss of electric potential in at least one electric power distribution bus in the aircraft electric power distribution system and the ram air turbine deployment system is fault-free. In order to insure that the aircraft is only airborne when such deployment of the ram air turbine occurs, it is also necessary that prior to deployment only the airborne electric power sources have supplied the aircraft electric power distribution system, no external ground power sources are connected, and the aircraft has sat on the ground.
For instance, if the aircraft has three aeronautical power generators 14 as shown in
To further establish whether or not the aircraft 6 in which the ram air turbine 4 resides has been airborne or on the ground prior to any serious electrical fault, the automatic deployment circuit 30 may receive multiple weight-on-wheels (WOW) signals from the WOW sensors 8 and an external power generation contactor signal from the external power generator contactor 16 that represents the engagement of the respective external power generator 18. Each WOW signal represents that its respective aircraft wheel 10 is either on the ground when in a ground state, represented by value 0, or the aircraft wheel 10 is in the air when in an air state, represented by value 1. The external power generation contactor signal represents the engagement of the external power generator 18 when in an engaged state, represented by value 1, or its disengagement when in a disengaged state, represented by value 0. The automatic deployment circuit 30 changes a ground operations signal from a negative value, represented by value 0, to a positive value, represented by value 1, when the external power generation contactor signal is in the engaged state or when multiple ones of the WOW signals are in the ground state.
For instance, if the aircraft 6 receives external or ground power from the external power generator 18 with a respective external power generation contactor signal ELC and two WOW signals WOW 1 and WOW 2 that each represent the state of a respective aircraft wheel 10, the engaged state of the external power generation contactor signal ELC or the ground state of the two WOW signals WOW 1 and WOW 2 may change the ground operations signal from the negative state to the positive state.
The automatic deployment circuit 30 employs a latch signal to indicate the state of the aircraft 6, either grounded or airborne, prior to the occurrence of a fault in the aircraft electric power distribution system 24 such that there is more than a predetermined loss of electric potential in at least one electric power distribution bus 22, wherein a negative state represented by value 0 represents a grounded aircraft state and a positive state represented by value 1 represents an airborne aircraft state.
To establish whether or not emergency power conditions should trigger the deployment of the ram air turbine, the automatic deployment circuit 30 receives the multiple WOW signals, multiple primary electric bus signals that represent the state of respective primary electric buses 22 from the aircraft electric power distribution system 24, wherein a normal state has a value 0 and a fault state, representing electric potential below a predetermined level, has a value 1, and a ram air turbine generator control unit failsafe signal that represents the state of the emergency power supply system 26, where a safe state has a value 0 and a failure state has a value 1. For instance, if the aircraft has two WOW signals WOW 1 and WOW 2 and two primary electric bus signals AC Bus 1 and AC Bus 2, as well as a ram air turbine generator control unit failsafe signal RAT GCU FS, the automatic deployment circuit 30 will change a ram air turbine enablement signal from a negative state to a positive state when either one of the two WOW signals WOW 1 and WOW 2 is in the air state, represented by value 1, both of the two primary electric bus signals AC Bus 1 and AC Bus 2 are in the fault state, represented by value 1, and the ram air turbine generator control unit failsafe signal RAT GCU FS is in the safe mode, represented by value 0.
In order that the ram air turbine 4 deploys only when the aircraft 6 in which the ram air turbine 4 resides has been airborne or on the ground prior to any serious electrical fault, the automatic deployment circuit 30 changes a ram air turbine deployment signal from a negative state that indicates no deployment, represented by value 0, to a positive state that indicates deployment, represented by value 1, only when both the ram air turbine enablement signal and the latch signal are both in the positive state.
It may be desirable to delay the ram air turbine deployment signal for a predetermined length of time and holding it for a predetermined length of time. The time delay may be for a length of time longer than a maximum time for the primary power generation contactor signals to change form the normal state to the fault state, which time may be approximately 200 milliseconds. The holding time may be for a period greater than a length of time needed to engage a ram air turbine solenoid that activates deploys the ram air turbine. To insure deployment, such holding time may be even longer, approximately three times the period needed for the ram air turbine solenoid to activate. A time delay and hold circuit 62 may serve this purpose. The ram air turbine solenoid 28 then engages when the delayed and held ram air turbine deployment signal is in the positive state, represented by value 1.
Although the description of the methodology of the possible embodiment is in the form of digital apparatus, the methodology may also operate in the form of software programmed in a computer, in which case the programmed computer will operate the ram air turbine solenoid 28 in response to the same signals as described in the same manner as for the controller 2. The described embodiment as set forth herein represents only an illustrative implementation of the invention as set forth in the attached claims. Changes and substitutions of various details and arrangement thereof are within the scope of the claimed invention.
Claims
1. A method of deploying a ram air turbine only during flight that comprises the steps of:
- changing an aeronautical power engagement signal from a negative state to a positive state when at least a predetermined number of aeronautical power generation contactor signals are in an engaged state;
- changing a ground operations signal from a negative state to a positive state when an external power generation contactor signal is in an engaged state or multiple ones of weight-on-wheel (WOW) signals are in a ground state;
- changing an airborne signal from a negative state to a positive state when the aeronautical power engagement signal is in a positive state and the ground operations signal remains in a negative state;
- delaying the airborne signal for a predetermined length of time;
- changing a latch signal from a negative state to a positive state when the delayed airborne signal changes to the positive state;
- changing the latch signal from the positive state to the negative state when the ground operations signal changes to the positive state;
- changing a ram air turbine enablement signal from a negative state to a positive state when any one of the WOW signals is in an air state, all of multiple primary electric bus signals are in a fault state that represents electric potential below a predetermined level and a ram air turbine generator control unit failsafe signal is in a safe state;
- changing a ram air turbine deployment signal from a negative state to a positive state when the ram air turbine enablement signal and the latch signal are both in the positive state;
- delaying the ram air turbine deployment signal for a predetermined length of time and holding it for a predetermined length of time; and
- engaging a ram air deployment solenoid when the delayed and held ram air turbine deployment signal is in the positive state.
2. The method of claim 1, wherein change of the aeronautical power engagement signal from the negative state to the positive state occurs when at least two of three aeronautical power generation contactor signals are in the engaged state.
3. The method of claim 1, wherein change of the ground operations signal from the negative state to the positive state occurs when the external power generation contactor signal is in the engaged state or both of two WOW signals are in a ground state.
4. The method of claim 1, wherein change of the ram air turbine enablement signal from the negative state to the positive state occurs when either one of two WOW signals in the air state, both of two primary electric bus signals is in the fault state and the ram air turbine generator control unit failsafe signal is in the safe state.
5. The method of claim 1, wherein the predetermined length of time for delay of the airborne signal is longer than a maximum length of time for any of the multiple primary electric bus signals to change from a normal state to the fault state after any of the aeronautical power generation contactor signals change from the engaged state to a disengaged state.
6. The method of claim 1, wherein the predetermined length of time for delay of the ram air turbine deployment signal is longer than a maximum time length of time for the aeronautical power generation contactor signals to change from the normal state to the fault state.
7. The method of claim 1, wherein the predetermined length of time for holding the ram air turbine deployment signal is longer than a maximum length of time needed to engage the ram air deployment solenoid.
8. The method of claim 7, wherein the predetermined length of time for holding the ram air turbine deployment signal is longer than three times the period needed to engage the ram air deployment solenoid.
9. A method of deploying a ram air turbine only during flight that comprises the steps of:
- changing an aeronautical power engagement signal from a negative state to a positive state when at least two of three aeronautical power generation contactor signals are in an engaged state;
- changing a ground operations signal from a negative state to a positive state when an external power generation contactor signal is in an engaged state or both of two weight-on-wheel (WOW) signals are in a ground state;
- changing an airborne signal from a negative state to a positive state when the aeronautical power engagement signal is in the positive state and the ground operations signal is in the negative state;
- delaying the airborne signal for a predetermined length of time;
- changing a latch signal from a negative state to a positive state when the delayed airborne signal changes to the positive state;
- changing the latch signal to the negative state when the ground operations signal changes to the negative state;
- changing a ram air turbine enablement signal from a negative state to a positive state when either one of the two WOW signals is in an air state, both of two primary electric bus signals are in a fault state that represents electric potential below a predetermined level and a ram air turbine generator control unit failsafe signal is in a safe state;
- changing a ram air turbine deployment signal from a negative state to a positive state when the ram air turbine enablement signal and the latch signal are both in the positive state;
- delaying the ram air turbine deployment signal for a predetermined length of time and holding it for a predetermined length of time; and
- engaging a ram air deployment solenoid when the delayed and held ram air turbine deployment signal is in the positive state.
10. The method of claim 9, wherein the predetermined length of time for delay of the airborne signal is longer than a maximum length of time for any of the multiple primary electric bus signals to change from a normal state to the fault state after any of the aeronautical power generation contactor signals change from the engaged state to a disengaged state.
11. The method of claim 9, wherein the predetermined length of time for delay of the ram air turbine deployment signal is longer than a maximum time length of time for the aeronautical power generation contactor signals to change from the normal state to the fault state.
12. The method of claim 9, wherein the predetermined length of time for holding the ram air turbine deployment signal is longer than a maximum length of time needed to engage the ram air deployment solenoid.
13. The method of claim 12, wherein the predetermined length of time for holding the ram air turbine deployment signal is longer than three times the period needed to engage the ram air deployment solenoid.
14. A controller for a ram air turbine that automatically deploys the ram air turbine only during flight comprising:
- digital logic that changes a aeronautical power engagement signal from a negative state to a positive state when at least a predetermined number of aeronautical power generation contactor signals are in an engaged state;
- digital logic that changes a ground operations signal from a negative state to a positive state when an external power generation contactor signal is in an engaged state or multiple ones of weight-on-wheel (WOW) signals are in a ground state;
- digital logic that changes an airborne signal from a negative state to a positive state when the aeronautical power engagement signal is in the positive state and the ground operations signal is in the negative state;
- digital logic that delays the airborne signal for a predetermined length of time;
- digital logic that changes a latch signal from a negative state to a positive state when the delayed airborne signal changes to the positive state;
- digital logic that changes the latch signal to the negative state when the ground operations signal changes to the negative state;
- digital logic that changes a ram air turbine enablement signal from a negative state to a positive state when any one of the WOW signals is in an air state, all of multiple primary electric bus signals are in a fault state that represents electric potential below a predetermined level and a ram air turbine generator control unit failsafe signal is in a safe state;
- digital logic that changes a ram air turbine deployment signal from a negative state to a positive state when the ram air turbine enablement signal and the latch signal are both in the positive state;
- digital logic that delays the ram air turbine deployment signal for a predetermined length of time and holding it for solenoid predetermined length of time; and
- digital logic that engages a ram air deployment solenoid when the delayed and held ram air turbine deployment signal is in the positive state.
15. The controller of claim 14, wherein the digital logic that changes the aeronautical power engagement signal from the negative state to the positive state changes it when at least two of three aeronautical power generation contactor signals are in the engaged state.
16. The controller of claim 14, wherein the digital logic that changes the ground operations signal from the negative state to the positive state changes it when the external power generation contactor signal is in the engaged state or both of two WOW signals are in a ground state.
17. The controller of claim 14, wherein the digital logic that changes the ram air turbine enablement signal from the negative state to the positive state changes it when either one of two WOW signals in the air state, both of two primary electric bus signals is in the fault state and the ram air turbine generator control unit failsafe signal is in the safe state.
18. The controller of claim 14, wherein the digital logic that delays the airborne signal delays it longer than a maximum length of time for any of the multiple primary electric bus signals to change from a normal state to the fault state after any of the aeronautical power generation contactor signals change from the engaged state to a disengaged state.
19. The controller of claim 14, wherein the digital logic that delays the ram air turbine deployment signal delays it longer than a maximum time length of time for the aeronautical power generation contactor signals to change from the normal state to the fault state.
20. The controller of claim 14, wherein the digital logic that holds the ram air turbine deployment signal holds it longer than a maximum length of time needed to engage the ram air deployment solenoid.
21. The controller of claim 20, wherein the digital logic that holds the ram air turbine deployment signal holds it longer than three times the period needed to engage the ram air deployment solenoid.
5122036 | June 16, 1992 | Dickes et al. |
5333198 | July 26, 1994 | Houlberg et al. |
5623411 | April 22, 1997 | Morvan |
6127758 | October 3, 2000 | Murry et al. |
6662086 | December 9, 2003 | Lemelson et al. |
7364116 | April 29, 2008 | Nguyen et al. |
7513119 | April 7, 2009 | Zielinski et al. |
7630820 | December 8, 2009 | Sims et al. |
7805204 | September 28, 2010 | Ghanekar et al. |
8061650 | November 22, 2011 | Nguyen et al. |
20030141912 | July 31, 2003 | Sudjian |
20070267540 | November 22, 2007 | Atkey et al. |
20110127372 | June 2, 2011 | Nguyen et al. |
20110315815 | December 29, 2011 | Finney |
Type: Grant
Filed: Mar 21, 2011
Date of Patent: Nov 18, 2014
Patent Publication Number: 20120245746
Assignee: Hamilton Sundstrand Corporation (Windsor Locks, CT)
Inventors: Paul Swearingen (Rockford, IL), Scott J. Marks (Oregon, IL)
Primary Examiner: Thomas Tarcza
Assistant Examiner: Alex C Dunn
Application Number: 13/052,797
International Classification: G06F 1/26 (20060101); B64D 41/00 (20060101);